Power steering gear



4 Sheets-Sheet 1 IN V EN TOR.

array/v54! I W. E. FOLKERTS V POWER STEERING GEAR June 18, 1963 Original'Filed Dec. 29, 1959 June 18, 1963 w. E. FOLKERTS 3,094,010

POWER STEERING GEAR Original Filed Dec. 29, 1959 4 Sheets-Sheet -2 INVENTOR. 14 4/2322 I. 7271:72 5.

BY h 101L4 2, A

June 18, 1963 w. E. FOLKERTS POWER STEERING GEAR 4 Sheets-Sheet 5 I Original Filed Dec. 29, 1959 INVENTOR. Vt/a/Fer l, f/Zerf June 18, 1963 w. E. FOLKERTS 3,094,010

POWER STEERING GEAR Original Filed Dec. 29, 1959 4 Sheets-Sheet 4 IN V EN TOR. l d/z er I )2 Zje 71 6'.

United States Patent 3,094,010 POWER STEERING GEAR Walter E. Folkerts, Hazel Park, Mich, assignor to Chrysler Corporation, Highland Park, Mich, a corporation of Delaware Original application Dec. 29, 1959, Ser. No. 862,566. Divided and this application Feb. 11, 1960, filer. No. 8,037 11 Claims. (Cl. 74-388) This invention relates to power steering and in particular to a steering mechanism for an automotive vehicle wherein the steering ratio varies from a comparatively high ratio to a comparatively low ratio as the mechanism moves in either direction from its straight-ahead steering condition. This application is a division of my copending application Serial No. 862,566, filed December 29, 1959.

An important object of the present invention is to provide such a mechanism which is especially adapted for use with a torsion rod interconnecting a manually or personally rotatable steering shaft and a power driven rotatable shaft to efi'ect a reaction force for the manually rotatable shaft proportional to the road resistance to the steering movement, yet which is particularly compact and simple in construction and cfiicient in operation.

Another object is to provide such a structure having an improved, compact, yet economically manufactured and highly elficient fluid actuated servo means of the follow-up type to actuate the rotatable power driven shaft.

Another and more specific object is to provide such a structure including an improved mutually supporting assembly of telescoping parts comprising a piston reciprocable in a cylinder and connected with a gear rack to reciprocate the same axially of the cylinder, a worm shaft connected co-axially with the aforesaid manually rotatable shaft by means of the torsion rod, the connection enabling adequate lost motion to actuate a slide valve in a pressurized fluid circuit for selectively energizing the piston, and a sleeve guide fixed with respect to a housing and sleeved over a tubular extension of the piston which in turn contains the worm rotatably journalled therein.

Another object is to provide a structure of the above character including an improved interconnection between the piston extension and worm in combination with the worm journalled in the piston extension, comprising an outwardly directed tubular projection of the piston extension projecting radially from the axis of worm rotation into an enlargement of the cylinder for the piston, a worm follower being journalled in the radial projection and having an inner portion riding within the worm grooves, the follower being yieldingly urged radially inwardly by a spring washer to maintain the inner portion of the follower within the worm grooves during operation.

Another object is to provide a worm shaft having a coaxial tubular extension directed away from the piston and containing the slide valve and torsion rod arranged coaxially therein and keyed to the worm extension to rotate therewith.

Still another object is to provide axially spaced radial shoulders on the tubular extension of the worm shaft, the distant or endwise outward surfaces of the shoulders defining segments of a sphere centered on the axis of rotation of the worm, and to support said spherical segments by tangential bearing means carried by a relatively fixed housing, whereby adjustment alignment of the worm and its tubular extension relative to the housing and the personally rotatable shaft is readily accomplished.

3,094,010 Patented June 18, 1963 Other objects of this invention will appear in the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

FIGURE 1 is a fragmentary longitudinal mid-sectional view through a steering mechanism embodying the present invention showing a closed center or admitting type spool valve at the neutral or straight ahead steering position.

FIGURE 2 is a fragmentary longitudinal sectional view taken in the direction of the arrows substantially along the line 2-2 of FIGURE 1.

FIGURE 3 is a fragmentary transverse sectional view through the reaction mechanism taken in the direction of the arrows substantially along the line 3-3 of FIG- URE 1.

FIGURE 4 is a fragmentary enlarged sectional view similar to FIGURE 1, but showing an emitting type spool valve.

FIGURE 5 is a View similar to FIGURE 3 showing a modified fluid pressure reaction mechanism.

FIGURE 6 is a fragmentary enlarged view taken in the direction of the arrows substantially along the line 6-6 of FIGURE 1.

FIGURE 7 is a fragmentary sectional View through the rockshaft taken in the direction of the arrows substan tially along the line 7--7 of FIGURE 1.

FIGURE 8 is a fragmentary enlarged transverse sectional View taken in the direction of the arrows substantially along the line 8-3 of FIGURE 1.

FIGURE 9 is a fragmentary enlarged transverse sectional view through the flexible coupling, taken in the direction of the arrows substantially along the line 9-9 of FIGURE 1.

FIGURE 10 is a fragmentary enlarged View showing details of the valve actuating mechanism, taken in the direction of the arrows substantially along the line 1010 of FIGURE 4.

FIGURE 11 is a fragmentary enlarged view similar to FIGURE 10, but with the torque shaft removed.

FIGURE 12. is a fragmentary sectional view taken in the direction of the arrows substantially along the line 1212 of FIGURE 11.

It is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood that the phrascology or terminology employed herein is for the purpose of description and not of limitation.

Referring to the drawings and in particular to FIG- URES l and 4, a variable ratio power steering mechanism is illustrated wherein the structure and operation of the parts are the same except that in FIGURE 1, an admitting type spool valve is illustrated and in FIGURE 4 an emitting type spool valve is illustrated. Otherwise, except as specifically noted below, the description of either FIGURE 1 or 4 applies to the other.

The steering mechanism showncomprises a housing member 10 suitably mounted in fixed relationship on the vehicle body and having an enlarged portion 11 containing the segmental gear 12 of a rockshaft, FIGURE 7, suitably meshed with a gear rack 13. The latter is provided with an integral tubular extension .14 abutting an annular shoulder of a bore enlargement of an axially slidable piston 15 and secured coaxially thereon by a nut 16. The nut 16 fits closely around a reduced portion 17 of the extension 14 and screws into an internally threaded second enlarged bore of the piston .15 so as to abut anannular shoulder of the extension 14 at the right end of the reduced portion 17, thereby to secure piston and gear rack 13 together for movement as a unit.

The piston 15 is hydraulically actuated as described below to reciprocate axially within a cylindrical bore 18 of the housing 10 and is provided with a suitable annular piston ring or seal 19 around its outer periphery adjacent the inner wall of the cylinder 18 to prevent leakage of hydraulic fluid from one side of the piston to the other. A suitable bushing 20 interposed between the housing 16 and rack 13 minimizes the latters sliding friction.

Extending coaxially from the right end of piston 15 is an integral tubular extension 21 which contains the rack extension 14 and is slidable within a generally tubular sleeve guide 22 of a housing member 23. The latter comprises a continuation of the housing 10 and is suitably secured thereto, as for example by bolts 24, FIGURE 2.

The housing 23 is provided with a bore for a cylindrical enlarged tubular extension 25 of a rotatable worm shaf 26 having a helical worm portion 27 journalled in extension 21. Two sets of axially spaced needle bearings 23 recessed into the bore of extension 21 provide bearing support for shaft 26. Axial movement of shaft 26 with respect to housing 10, 23 is prevented by an annular nut 29 screwed into the bore of housing 23 around shaft 26 and having a radially inner portion abutting an annular race 30 for a set of thrust sustaining needle bearings 31. The opposing race 32 for the needle bearing set 31 is formed with a conically tapered face which provides an axial thrust sustaining seat for a spherically formed shoulder 32a at the juncture of the worm shaft 26 with its enlargement 25, FIGURE 4. A terminal cylindrical enlargement 33 of the worm shaft 26 is spaced from enlargement 25 by an intermediate enlargement 25a and terminates at the right in FIGURES 1 and 4 in a spherically formed shoulder 34a comparable to the shoulder 32a. Shoulder 34a seats against the comically tapered surface of an inner needle bearing race 34 for an annular set of needle bearings 35. The outer race 36 for the bearings comprises a flat annular member comparable to the race 30 and is retained in position by a nut 37 screwed into the bore of housing 23. The surfaces 32a and 34a are annular sectors of a sphere centered on the axis of rotation of shaft 26, whereby limited alignment adjustment of the latter with respect to the housing 23 and other elements of the structure described below is enabled. To this end, a slight clearance is provided between the inner cylindrical surface of housing portion 23 and the juxtaposed outer cylindrical surfaces of shaft portions 25 and 25a.

Fitting closely within the bore of shaft enlargement 25 is an annular window type sleeve 38, FIGURES 4 and 6, which in turn encloses a tubular axially shiftable valve spool 39. The right end of tubular spool 39 is pivotally connected by a pin 40 to a coupling member 41 which is pivotally connected by a pin 42 to an axially shiftable tubular valve actuator 43. The latter is sleeved over the right end of member 41 in sliding supporting relation and is rotatably journalled by means of needle bearings 44 for relative rotation coaxially with respect to a tubular torque shaft 45 enclosing the bearings 44 and actuator 43. The left end of shaft 45 terminates within the bore of worm shaft enlargement 33 and is journalled therein by means of needle bearings 46 and 47 to rotate coaxially therein. A suitable seal 48 between shaft 45 and nut 37 prevents endwise loss of hydraulic fluid from the interior of the system.

Referring to FIGURES 1 and 8, an annular groove 45a is formed in the outer surface of shaft 45 to receive the tapered end of a bolt 50 which is screwed transversely into a tubular connector 51 at an eccentric location so as to key connector 51 and shaft 45 together against relative axial movement. These members extend coaxially and are splined together against relative rotational movement by interfitting axially extending serrations 52 at the inner 4 surface of connector 51 and at the exterior surface of shaft 45.

Extending into a diametrical axially extending slot 56 in the right end of the tubular connector 51 is the flattened end 53 of a tubular steering shaft 54, FIGURE 9. A rubber sound and shock insulating sheath 55 closely conlines the end 53 and in turn is snugly confined between the opposed sidewalls of the slot 56. A safety pin 57 extends snugly and diametrically through the connector 51 at the region of the slot 56 and into an axial slot 58 formed in flattened end 53 in order to allow axial adjustment of the steering tube 54 while at the same time preventing complete axial separation of the tube 54 from connector 51. Also by virtue of the slot 58 and the resiliency of the sheath 55, limited universal pivotal movement between connector 51 and tube 54 is enabled to accommodate for production misalignments and road vibration.

Extending from the right of coupling 41 is an integral shaft 59 which terminates in a screw portion 60 having comparatively fine screw threads engaged with mating interior threads Within the bore of an externally threaded valve adjusting screw 61. The latter in turn is provided with coarser threads than the threads of portion 60 and is screwed into the interior threaded right end portion of valve actuator 43. In the present instance the portion 60 and the exterior of screw 61 are provided with right hand screw threads, the portion 60 having twentyeight threads per inch and the exterior of screw 61 having twenty threads per inch. Accordingly upon adjustment of screw 61 as explained below, a micrometer adjustment of the axial position of shaft 59, connector 41, and valve spool 39 is readily accomplished.

The right end of the bore of shaft 45 is provided with a smooth bore enlargement containing a cylindrical adjusting plug 62 having an O-ring seal 63 around its outer periphery in lsealing engagement therewith and with the aforesaid bore enlargement of shaft 45 to prevent loss of hydraulic fluid from the interior of shaft 45. A screw driver type blade 64 is formed on the inner surface of plug 62 for engagement with the kerf 65 in the right end of screw 61. Normally fluid pressure within shaft 45 urges plug 62 to the right, the plug being retained in position by pin 66 secured within connector 51. The axial adjusting movement of coupling 41 and pin 42 with respect to actuator 43 is enabled by a pair of diametrically opposed axially extending slots 67 in the left end of actuator 43, whereby pin 42 is confined against angular displacement with respect to actuator 43 but is movable axially thereof to the extent of slot 67 without causing disengagement of coupling 41 from actuator 43.

The structures of FIGURES 1 and 4 described thus far are the same, the difference being that in FIGURE 1, a pair of annular lands 68 and 69 spaced axially on spool 39 are arranged to maintain piston Working ports 70 and 71 respectively in sleeve 38 closed to the high pressure hydraulic fluid during normal straight-ahead steering. in FIGURE 4 on the other hand, the annular lands 68a and 69a, comparable in all other respects to the lands 68 and 69, are arranged to admit the high pressure fluid to both ports 70 and 71, as explained below. Referring again to both FIGURES 1 and 4, an inlet port 72 is formed in sleeve 38 between lands 68 and 69 of FIGURE 1, and between lands 68a and 69a of FIGURE 4, to provide communication with the annular space between the lands and a plurality of inlet ducts 73 extending radially through shaft enlargement 25a and opening into an annular recess 74 in the outer periphery of enlargement 25a. The recess 74 communicates with an inlet fitting 75 connected with the high pressure hydraulic fluid source.

The ports 70 and 71 are formed similarly as illustrated in FIGURE 6 and extend throughout the major circumferential extent of sleeve 38. Referring to FIGURE 6, port 71 comprises three windows equally spaced circumferentially by small portions of the body of sleeve 38.

Prior to assembly of the sleeve 38 within the bore of extensions 25 and 25a, each window of port 71 is first punched or pierced approximately to size in a tubular sleeve blank. The sides of the windows are then ground to the proper axial dimension to complete the tubular sleeve 38 by means of a cam grinding wheel 38a illustrated in phantom, FIGURE 6. Thus opposite ends of each window of port 71 is arcuate on a radius equal to the radius of the wheel 38a. The total circumferential extent of the portions of the body of sleeve 38 spacing the three windows of port 71 is less than the circumferential extent of any one of the three windows. In accordance with the foregoing, port 71 is readily finished by grinding sleeve 38 from its exterior, and internally with respect to spool valve 39 and ground grooves within the housing for spool valve 39 are avoided. The completed sleeve 38 is then pressed into the bore of extensions 25 and 25a and the interior bore of sleeve 38 is finished to complete the valve housing assembly. A superior and more accurate valve assembly is thus achieved. The same considerations apply to port 70.

In order to actuate the valve spool 39 to eifect a power steering assist as described below, the actuator 43 is provided with an integral annular enlargement 77 which in turn is provided with a helical segment of a cam groove or ball guide 78 having radially inwardly converging side walls supporting a spherical cam follower or ball 79, FIGURES 10, 11, and 12. The latter is confined within a slot 80 formed in torque tube 45 obliquely to the latters axis and extending endwise in parallelism with the underlying guide 78. The mid portions of slot 80 at opposite sides of guide 78 are formed spherically at 81 to confine the ball 79 in bearing relation, FIGURE 10. By virtue of the oversize endwise dimension of slot 80, frictional contact between the balls 79 and torque tube 45 is minimized.

The ball 79 is urged radially inward into seating engagement with the helical cam groove 78 by a grooved roller 82 having a groove 83 of spherical section in its outer surface mating with the spherical surface of the ball 79. An axial shaft 84 exetnds through roller 82 perpendicularly to the helical angle of cam 78 and urges the ball 79 radially into seated engagement with track 78 by means of a coil spring 85 under compression between the shaft 84 and a housing member 86 suitably secured by bolts not shown to torque shaft 45 to rotate therewith. Radial slots 87 are provided within the interior of housing member 86 to allow freedom of radial movement of the ends of shaft 84. Otherwise roller 82 is confined against movement axially and circumferentially of shaft 45. A suitable seal 88 recessed into housing 86 at its juncture with shaft 45 extends around the slot or opening 80 to prevent loss of fluid therethrough beyond the limits of housing 86.

It is apparent that upon leftward steering movement of tube 54, that is, counterclockwise looking at the right ends of FIGURES 1 and 4, connector 51 and torque shaft 45 will be turned so as to move ball 79 with respect to the helical cam 78 and thereby move the latter and actuator 43 leftward in FIGURES 1 and 4. Accordingly, link 41 connected with actuator 43 by the screw means 60, 61 moves spool valve 39 to the left causing leftward movement of land 68 in FIGURE 1 and opening left turn working port 70 to the inlet pressure via inlet ports 72 and 74. During this action, leftward movement of land 69 maintains right turn working port 71 closed to the inlet pressure, but increases the opening to port 71 which communicate with a plurality of exhaust ducts 89 formed radially in worm shaft enlargement 25a.

The same leftward steering movement in FIGURE 4 causes leftward movement of land 68a, thereby increasing the extent of communication between working port 70 and the inlet pressure and simultaneously decreasing the communication between the inlet pressure and working port 71. In the same action, as port 71 is closed to the inlet pressure, continued [leftward movement of land 69a opens port 71 to the exhaust ducts 89. The fluid inlet pressure applied to left turn working port 70 in FIGURE 1, or the relative increase in the pressure differential between left turn working port 70 and right turn working port 71 in FIGURE 4, is conducted through a plurality of left turn ports 90 formed radially in worm shaft enlargement 25 and thence into an annular recess 92 formed in housing 23.

Recess 92 is connected by ducts '94 in nut 29 with annular chamber 96 formed by housing 23 at the right end of piston extension 21. Fluid leakage from chamber 96 around shaft 26 and past bearings 28 conducts the fluid inlet pressure to the interior of gear rack 13 at 98. The fluid pressure from chamber 96 is also conducted via slot 100 in housing extension 22, FIGURE 2, to the interior of dome 102 comprising an integral enlargement of housing 10 for a worm follower 104. The inlet fluid pressure is conducted from the interior of dome 102 to the annular chamber 106 at the right of piston 15 between the latters extension 21 and housing 10. Accordingly during a left turn, the entire surface area at the right side of the structure of piston 15 is exposed to the high pressure inlet fluid to urge piston 15 to the left.

At the region of the worm 27, FIGURE 2, the piston extension 21 is formed with an integral radial cylindrical dome 108 enclosing a cylindrical bushing 110 perpendicular to the axis of shaft 26. The dome 10 8 rides freely axially in slot 100 upon axial reciprocation of piston 15. An annular set of needle bearings 112 space the follower 104 from the bushing 110. The outer portion of follower 104 is formed conically at 113' and is seated against a conical set of needle bearings 114 which in turn are seated against the conical inner surface of a retaining race 115. The outer surface of the latter is flat and is urged radially inward by the tension of a Belleville type washer 1 16 compressed between the outer surface of the race 115 and the inner surface of a retaining nut 117 screwed into the radially outer end of dome 108. The radially inner end of follower 104 comprises a conically tapered extension 118 within the grooves of worm 27 so as to follow the same and rotate shaft 26 upon axial movement of piston 15.

As indicated in FIGURE 2, upon leftward movement of piston 15 as described above, worm 26 is rotated in a left turn to assist the manual steering efl'ort applied at steering tube 54. By virtue of the structure shown, the lead angle of worm 27 can be feasibly varied along the axial length of the worm. At the central portion of the worm 27 which contains the conical follower portion 118 during normal straight-ahead steering, the lead angle of the worm 27 is approximately the same as in conventional power steering mechanisms. As the worm 27 turns in either direction from the central position illustrated in FIGURE 2, the helical angle of the worm increases to effect a greater axial movement of the rack 13 for any given angmlar movement of worm 27.

A pin 120 extending diametrically through shaft 26 and an enlargement 122 of a torsion rod arranged coaxially within shaft 26 and the bore of its extension 25 keys these elements together for rotation as a unit. A second pin 124 extending diametrically through the enlargement 122 and through diametrically opposed slots 126 in the left end of valve spool 39 keys these members together for rotation as a unit but enables the above-described relative axial adjustment of valve spool 39 by reason of the axial entent of slots 126 Extending to the right of the enlargement 122 is a reduced integral torsion rod 128 which terminates at its right end in an enlargement 130 which is relatively pivotal with respect to the end 122 upon twisting of rod 128. As indicated in FIGURE 5, the enlargement 130 is flattened so as to extend axially of spool valve 39 and radially in opposite directions within diametrically opposed lost motion slots 131 in the right end of the latter. A diametrically extending hole 132 in the right end of enlargement 130 closely confines a diametrical pin 134 for rotation with enlargement 130, FIGURES 4 and 5. Torsion rod 128 is thus confined at its opposite ends and serves as a thrust member tying shafts 45 and 26 together. Opposite ends of pin 134 extend diametrically through closed confining openings 136 in shaft 45 so as to key the latter for rotation with portion 130. A cylindrical sleeve 137 around enlargement 33 closely confines the latter and defines in part the fluid reaction chambers described below.

P-in 134 also extends radially at opposite ends into lost motion slot 138, FIGURE 5, formed in worm shaft enlargement 33 to enable limited rotational movement of the latter shaft with respect to shaft 45. Also slot 131 enables the same rotational lost motion of shaft 45 with respect to spool valve 39. Upon manual turning of steering tube 54 and torque shaft 45, pin 134 is rotated about the axis of torsion rod 128 tending to cause relative rotation of its right end 130 with respect to its left end 122. The road reaction resisting turning movement of the vehicle wheels and of the steering gear operably connected with rockshaft 12 is transmitted through rack 13, piston 15, and worm shaft 26 to the relatively fixed end 122 of the torsion rod. Accordingly this road reaction force is felt by the driver of the vehicle during his manual effort tending to rotate torsion extension 130 relative to the extension 122 against the resilient action of torsion rod 128.

Also during the left turn steering movement described above, the inlet fluid pressure applied through port 70 in FIGURE 1, or the increased inlet pressure applied at 70 with respect to the inlet pressure applied at port 71 as in FIGURE 4, is directed through left turn reaction duct 140 to port 142 in the worm shaft enlargement 25a and 33 respectively, FIGURES 3 and 5. Referring again to FIGURE 5, port 142 communicates with duct 144 which in turn opens into a reaction pressure chamber 146 in enlargement 33 via an opening 148 in a hollow flexible resilient rubber-like bagging type seal 150 lining the chamber 146. A hydraulically actuated cylindrical plunger 152 shiftable transversely of pin 134 and torsion rod 128 is contained within a cylindrical bore 153 in enlargement 33 and is engaged at opposite ends by one face of seal 150 and the radial extremity of shaft 134 to resist counterclockwise pivoting of the latter with a force proportional to the hydraulic pressure driving the piston 15. Accordingly the resilient reaction of torsion rod 128 is augmented by the hydraulic reaction which is proportional to the actual steering force required to turn the vehicle dirigible wheels.

Upon continued leftward shifting of spool valve 39 to increase the openings of the left turn working ports 70 to the inlet pressure in either FIGURE l or FIGURE 4, the working port '71 progressively opens to permit discharge of fluid from the left side of piston 15 to the right of land 69 or 69a as the case might be to discharge port 89 and thence to drain duct 156 in housing portion 23 which communicates with a drain fitting 158. The latter is secured to the housing 23 and returns to a suitable sump or to the inlet side of a high pressure steering pump. Port 71 connects with a plurality of ducts 160 formed radially in worm shaft enlargement 25a and which in turn communicates with an annular recess 162 in the outer periphery of enlargement 25a. The recess 162 communicates via conduit 164 in housing portion 23 and conduit 166 in housing portion with chamber 168 of housing enlargement 11 at the left side of piston FIGURE 1.

vWhen a right turn manual steering effort i applied to steering tube 54, the reverse of a left turn operation takes place. Ball 79 in cam groove 78 operates to cause rightward axial movement of valve operator 43, together with link 41 and valve spool 39, thereby to open right turn working port 71 to the inlet pressure as in FIGURE 1, or to increase the opening of right turn working port 71 with respect to left turn working port 70 to the inlet pressure as in FIGURE 4. In such an event, the fluid at the 8 right side of piston 15 returns to the exhaust duct 89 via ducts 90, ports 70, thence around the left end of spool valve 39, through the hollow interior of the latter to its right end, through slot 131 and the clearance between the inner surface of torque shaft 45 and the reduced outer diameter at the right end of valve 39.

The high pressure hydraulic fluid entering port 71 upon rightward shifting of valve 39 also enters right turn reaction duct 170 in worm extension 25a, 33 and communicates with port 172 connected with duct 174 in worm extension 33. The latter duct open into right turn reaction chamber 178 via port 180 in the bagging type seal 176 which lines the chamber 178. Cylindrical plunger 182 comparable to plunger 152 and also shiftable perpendicularly to the axis of pin 134 in cylinder bore 183 engages pin 134 and seal 176 at its opposite ends to resist clockwise pivoting of shaft 134 with a force proportional to the hydraulic pressure actuating piston 15.

It is to be noted that the bagging type reaction seals 150 and 176 of FIGURE 5 can be employed with either the closed center type valve spool of FIGURE 1 or the emitting type valve spool of FIGURE 4. When the structure of FIGURE 5 is employed with the emitting type valve of FIGURE 4, both reaction chambers 146 and 178 will be subject to the fluid inlet pressure during a normal steering movement, so that the reaction or road feel will be proportional to the pressure differential in the chambers 146 and 178, which in turn is proportional to the difference in the extent of opening between working ports 70 and 71 to the inlet pressure. As employed with the structure of FIGURE 4, both reaction chambers 146 and 178 are subject to the full hydraulic pressure which is applied simultaneously to both sides of piston 15 when the latter is at the neutral or straight-ahead steering position shown. In thi situation, the resultant force on pin 134 is zero. As the steering eifort shifts the valve 39 to progressively increase the hydraulic pressure on one side of piston 15 and to decrease the pressure on the other side thereof, as explained above, the difference in the pressures at the right and left sides of piston 15 tending to power the steering motion is applied to chambers 146 and 178 respectively to effect a resultant reaction force. Inasmuch as the reaction force in FIGURE 4 depends on the resultant balance between the pressures in the chambers 146 and 178, a stop limiting movement of plungers 152 and 182 toward each other at their neutral or straighthead steering position is not preferred.

On the other hand, when the reaction structure of FIG- URE 5 is employed with the closed center type of valve of FIGURE 1, each plunger 152 and 182, which is subject to the hydraulic reaction pressure in the left turn and right turn respectively, is opposed only by the normal low back pressure of the hydraulic fluid in the return duct 89 acting on the other plunger. Thus during a left turn for example, the hydraulic reaction pressure of chamber 146 urging plunger 152 against pin 134 is opposed by the hydraulic discharge back pressure in reaction chamber 178 urging plunger 182 against pin 134. During a right turn, the hydraulic reaction force urging plunger 182 against pin 134 is opposed by the hydraulic discharge back pressure urging plunger 152 against pin 134. This back pressure is adequate to urge pins 152 and 182 to their neutral straight-ahead steering position shown, and thereby to assist torsion rcd 128 in returning pin 134 to the neutral position. For this reason, use of a movement limiting stop for plungers 152 and 182 at their neutral positions is preferred. Such a stop is illustrated in FIGURE 3.

The modified form of the reaction mechanism particularly suitable for use with the closed center type valve of FIGURE 1 is illustrated in FIGURE 3. The reaction pressure in duct 144 or 174 as the case may be is connected with cylinder 184 or 186 formed in shaft enlargement 33. Plungers 188 and 190 are shiftable Within the cylinders 184 and 136 respectively perpendicularly to pin 134 so as to resist the latters turning movement in the direction toward the associated plunger. Springs 192 and 194 around guides 193 and 195 respectively and under compression between the plungers 192 and 194 and outer spring seats 197 and 199 respectively of the guides 193 and 195 urge the plungers 188 and 190 against opposite sides of pin 134 to assist in centering the latter at the straight-ahead steering position. The springs 192 and 194 assist the torsion rod 128 which has its minimum influence at the straightahead steering position and are preferred for use with the closed center valves of FIGURE 1 because, at the straight-ahead steering position, opposite sides of piston 15 are subject only to the normally low hydraulic return pressure of exhaust duct 89. A stop pin 203 confined in enlargement 33 extends between plungers 188 and 190 to prevent either of the latter from moving toward pin 134 beyond the centered or straight-ahead neutral position shown.

In order to prevent fluid leakage from entering annular port 162 along clearance around the outer surface of the worm enlargement 25a, annular seals 1% and 198 are recessed into the outer periphery of the enlargement 25a in sealing engagement therewith and with the inner cylindrical surface or housing 23 at opposite sides of port 196. Similarly, annular seal 200 recessed into enlargement 25a around the periphery of the latter and in sealing engagement therewith and with housing 23 is. located immediately to the left of inlet port 74. Recessed into the outer circumference of nut 37 is a suitable O-ring type seal 2111 which provides fluid sealing engagement between the nut and inner circumference of housing 23. An ring type seal 202 around the right turn conduit 166 at its juncture with the conduit 164 provides a seal between the juxtaposed portions of housing portions 11 and 23. Similary a gasket 204 is provided between the juncture of housing portions and 23 to prevent fluid leakage from the interior thereof.

Referring to FIGURE 7, the gear rack 13 is illustrated with tapered gear teeth 2% meshed with correspondingly tapered teeth 208 of sector gear 12, such that upon leftward shifting of gear 12 in FIGURE 7, the play be tween teeth 208 and 206 is decreased. Sector gear 12 is either formed integrally with or is splined on the right end of rookshaft 210 having an outer splined portion 212 adapted for connection with the steering link-age which turn the dirigible wheels of the vehicle upon rooking of shaft 210. The shaft 210 is journalled in two separate needle bearings 214 and 216, the former being arranged around a portion of shaft 210 between the latter and the interior of a tubular extension 21 8 of housing portion 11. Needle bearings 216 are arranged around shaft 210 adjacent the left end of extension 218 and are enclosed within an adjusting nut 2 2i screwed into the open left end of extension 218 snugly against a steel wear plate 222. The latter is retained against rightward axial movement on shaft 210 by a radially enlarged shoulder 223 thereof. Loss of fluid from extension 21 8 around the outer periphery of nut 220 is prevented by an annular sealing ring 224 in fluid sealing engagement with nut 220 and extension 218. Similarly, an annular sealing ring .225 around shaft 210 between needle bearing 21 6 and a shoulder of not 2211 provide an annular fluid seal between the latter and shaft 211).

At the right end of shaft 210 in FIGURE 7, a tensioning spring 225 seated within a bore 228 formed in the segmental gear 12 urges the latter leftward so as to maintain a predetermined positioning of the teeth 268 with respect to the teeth 206 as described below. The right end of spring 226 is seated under compression against a cupped retainer 230 which in turn is abutted by an end closure plate 232 retained inposition by nut 234 screwed into the right end of housing portion 11. A suitable annular seal 236 recessed into housing 11 seats against the latter and the closure plate 232 to prevent leakage of fluid fromthe right end of chamber 168.

In accordance with the foregoing structure, adjusting nut 220 is screwed into the left end of housing extension 218 against washer 222 so as to force the latter and shaft 210 to the right against the tension of spring 226 until a predetermined desired minimum play or freedom of relative movement between teeth 2G6 and 2138 is observed. Thereafter nut 220 is unscrewed a predetermined fraction of a turn to enable the tension of spring 226 to take up the play between teeth 2% and 203. By suitably determining the alloy composition of washer 222, the latter will wear at a sufficient rate so as to compensate for the wear between the teeth 2136 and 2%. Accordingly subsequent adjustments of nut 229 are minimized.

Summarizing the operation of the steering mechanism, when steering tube 54 is turned in a steering movement, the rotational movement is transmitted through connector 51 and torque rod 45 to reaction pin 134 and the right end of torsion rod 128. During the initial stage of the steering movement, the road resistance to turning of the wheels prevents rotation of rockshaft 210 and sector gear 12, whereby piston 15 is not shifted and worm shaft 26 does not turn. In consequence, the left end 122 of torsion rod 128 remains fixed. In the event of hydraulic power failure, pin 134 and the right end 130 of torsion rod 128 will continue to rotate relative to the left end 122 to the limit permitted by slot 133 and clearance 132, FIGURES 3 and 5. This lost motion is preferably in the neighborhood of 6. Thereafter pin 134 engages housing 33 to rotate worm 27 manually. The manual force is applied through follower 11 8 to sleeve 21 and thence to piston 15, rack 13, gear 12 and rockshaft 210 to effect manual steering.

In the event that the hydraulic system is normally operating, the rotation of torque shaft 45 with respect to Worm shaft 26 and its extension 25, which is keyed by torsion rod end 122 and pin 124 to spool valve 39, causes ball 79 to ride along the helical track 78 in valve actuator 43, thereby to move the latter in accordance with leftward or rightward turning of torque shaft 45. Movement of actuator 43 is transmitted through link 41 to valve 39, thereby to shift the latter and eifect a differential fluid pressure across piston 15 to move the latter as described above. Follower 104 rotatably journalled in sleeve 21, which reciprocates with piston 15, rides in the groove of worm 27 to rotate the latter and assist the manual steering effort until the relative angular displacement between end 130 and 122 of torsion rod 128 is eliminated. At this condition torsion rod 128 is under no stress and the hydraulic forces on opposite sides of piston 15 are in balance.

By virtue of the ball 79 supported from above by the floating spring urged roller -82 and riding in the helical track 78, a highly efficient valve actuation is accomplished which moves spool valve 39 approximately five times as fast for any given angular displacement of shaft 45 than does conventional structures. In consequence, adequate travel of the spool valve 39 with respect to sleeve 38 is accomplished with a slight steering movement and an appreciable overlap between the lands 6 8 and 69, of FIGURE 1, or 68a and 69a of FIGURE 4, with respect to the sleeve ports 70 and 71 is rendered feasible to avoid undesired leakage around the valve lands. The structure shown is particularly useful with the closed center type of valve illustrated in FIGURE 1 wherein appreciable overlap between lands 68 and 69 and the juxtaposed portions of sleeve 38 when the spool valve is at the neutral position is required in order to prevent leakage of high pressure fluid to the piston working ports 70 and 71.

Also when the hydraulic system is operating properly, during relative angular displacement of torque rod 45 with respect to worm shaft 26, the manual steering effort is opposed both by the spring torsion of rod 128 as well as by the difference in fluid pressures in chambers 146 and 178, which is proportional to the hydraulic pressure required to effect the steering movement, or by the hydraulic pressure in either chamber 134 or 186 as the case might be, which pressure is also proportional to the pressure applied to effect the steering movement.

I claim:

1. In a power steering gear for an automotive vehicle, a housing, a sector gear pivotally mounted in said housing for rocking motion and having means operably connectible with the dirigible wheels of said vehicle to steer the same upon rocking of said gear, a gear rack shiftable transversely of the pivot axis of said sector gear and meshed therewith to efiect said rocking, said rack terminating at one end in a tubular extension having an axis parallel to the directions of shifting of said rack and having a radial shoulder thereon confronting said rack, a piston having a tubular extension sleeved over the first extension, the first extension abutting a radial shoulder on the second extension and confronting said rack, screw threaded means secured to said second extension and engaging the radial shoulder of said first extension to urge the latter snugly against the shoulder of said second extension, said first and second extensions projecting from said piston in axially opposite directions, a worm shaft rotatable coaxially within said second extension, a worm follower carried by said second extension and engaging said wor-m to turn the same upon axial shifting of said piston, and an annularly disposed guide carried by said housing and sleeved over an end of said second extension remote from said piston to guide axial shifting of said second extension.

2. In a power steering gear, a housing, a rotatable member having means operably connectible with a steering linkage, a personally rotatable element, a lost motion connection between said element and member enabling limited relative angular displacement therebetween, said member having oppositely directed coaxial annular shoulders spaced axially of its axis of rotation, bearing means supported by said housing and engaging the opposed surfaces of said shoulders to support said member, said opposed surfaces being arcuate to enable limited pivotal adjustment of the axis of said member with respect to said housing about a center of pivoting located between said axially spaced shoulders.

3. In a power steering gear, a housing, a rotatable member having means operably connectible with a steering linkage, a personally rotatable element, a lost motion connection between said element and member enabling limited relative angular displacement therebetween, said member having oppositely directed coaxial annular shoulders spaced axially of its axis of rotation, thrust bearing means supported by said housing and engaging the opposed surfaces of said shoulders to support said member, said opposed surfaces being spherical sectors having a common center located on said axis to enable limited alignment adjustment of the axis of said member with respect to said housing.

4. In a power steering gear, a housing having a cylinder therein, a rotatable worm having a shaft rotatable in said housing, .a piston reciprocal in said cylinder and having a portion sleeved over said worm, means interconnecting said worm and piston to rotate the former upon recipro cation of the latter, a personally rotatable element coaxial with said shaft and having a lost motion connection therewith enabling limited relative angular displacement therebetween, said shaft having oppositely directed coaxial annular shoulders spaced axially of its axis of rotation, bearing means supported by said housing and engaging the opposed surfaces of said shoulders to support said shaft, said opposed surfaces being spherical sectors having a common center located on said axis to enable limited alignment adjustment of the axis of said shaft with respect to said housing.

5. In a power steering gear for an automotive vehicle, a housing having a cylinder therein, a piston reciprocal axially within said cylinder, a first shaft and a tubular shaft connected with said piston to reciprocate therewith and extending in opposite axial directions therefrom, said first shaft having means operably connectible with the dirigible wheels of said vehicle to steer the same upon axial reciprocation of said piston, a rotatable worm shaft extending from said housing coaxially into the end of said tubular shaft remote from said piston and being supported in said tubular shaft, a worm follower carried by said tubular shaft and engaging said worm shaft to turn the same upon axial shifting of said piston, an annu-larly disposed guide carried by said housing and sleeved over said end of said tubular shaft in supporting engagement therewith to guide axial shifting of said tubular shaft, said worm shaft having oppositely directed coaxial annular shoulders spaced axially of its axis of rotation, thrust bearing means supported by said housing and engaging the opposed surfaces of said shoulders to support said worm shaft, said opposed surfaces being spherical sectors having a common center located on said axis to enable limited alignment adjustment of the axis of said worm shaft with respect to said housing.

6. In a power steering gear for an automotive vehicle, a housing having a cylinder therein, a piston reciprocal axially within said cylinder, a first shaft and a tubular shaft connected with said piston to reciprocate therewith and extending in opposite axial directions therefrom, said first shaft having means adapted to be operably connected with the dirigible wheels of said vehicle to steer the same upon axial reciprocation of said piston, the bore of said tubular shaft terminating short of the last named means, a worm shaft extending from said housing coaxially into the end of said tubular shaft remote from said piston and being rotatably supported in both said housing and tubular shaft, a worm follower carried by said tubular shaft and engaging said worm shaft to turn the same upon axial shifting of said piston, and an annularly disposed guide carried by said housing and sleeved over said end of said tubular shaft in supporting engagement therewith to guide axial shifting of said tubular shaft.

7. In a power steering gear for an automotive vehicle, a housing having a cylinder therein, a piston reciprocal axially within said cylinder, a gear rack and a tubular shaft connected with said piston to reciprocate therewith and extending in opposite axial directions therefrom, a sector gear pivotally mounted in said housing and meshed with said rack to be pivoted thereby upon axial reciprocation of said piston, said sector gear being operably connectible with the dirigible wheels of said vehicle to steer the same upon axial reciprocation of said piston, a worm shaft extending from said housing coaxially into the end of said tubular shaft remote from said piston and being rotatably supported in both said housing and tubular shaft, a worm follower carried by said tubular shaft and engaging said worm shaft to turn the same upon axial shifting of said piston, and an annularly disposed guide carried by said housing and sleeved over said end of said tubular shaft in supporting engagement therewith to guide axial shifting of said tubular shaft, said worm shaft extending from said housing oppositely from the axial direction of extension of said tubular shaft from said piston to said end, the bore of said tubular shaft extending axially into said piston and terminating short of said gear rack.

8. In a power steering gear for an automotive vehicle, a housing, a sector gear pivotally mounted in said housing for rocking motion and having means operably connectible with the dirigible wheels of said vehicle to steer the same upon rocking of said gear, a gear rack shiftable transversely of the pivot axis of said sector gear and meshed therewith to effect said rocking, said rack terminating in a tubular extension having an axis parallel to the directions of shifting of said rack and having a radial shoulder thereon confronting said rack, a piston having a tubular extension sleeved over the first extension, the first extension abutting a radial shoulder on the second extension and confronting said rack, screw threaded means secured to said second extension and engaging the radial shoulder of said first extension to urge the latter snugly against the shoulder of said second extension, said first and second extensions projecting coaxially from said piston in axially opposite directions, a worm shaft rotatably supported by said housing and extending therefrom coaxia lly into the end of said second extension remote from said piston and being rotatably supported therein, a worm follower carried by said second extension and engaging said worm to turn the same upon axial shifting of said piston, and an annularly disposed guide carried by said housing and sleeved over said end of said second extension to support and guide laxial shifting of said second extension, said guide and worm shaft extending from said housing in the axial direction opposite from the direction of projection of said second extension from said piston.

9. In a power steering gear for an automotive vehicle, a housing, an axially shiftable tubular shaft means having portions operably connectible with the dirigible wheels of said vehicle to steer the same upon axial shifting of said shaft means, said shaft means having a piston port-ion for shifting the same and spaced from an end of said shaft means, a worm shaft rotatably supported by said housing and having a helical Worm portion, a Worm follower carried by said tubular shaft means and engaging the worm of said worm shaft at a location between said piston portion and end to turn said worm upon axial shifting of said piston, an *annu larly disposed guide carried by said housing and sleeved over said end of said tubular shaft means to support and guide axial shifting of said tubular shaft means, said Worm shaft extending trom said housing in the axial direction from said end to said piston, and said worm portion extending into said end, said tubular shaft means extending from said piston portion oppositely from the last named direction beyond said worm portion, and bearings within said tubular shaft means at axially opposite sides of said worm follower to rotatably support said worm shaft.

10. In a power steering gear for an automotive vehicle, a housing, a sector gear pivotally mounted in said housing for rocking motion and having means operably connectible with the di-rigible Wheels of said vehicle to steer the same upon rocking of said gear, reciprocable means having a toothed portion in mesh with the teeth of said sector gear to effect said rocking upon reciprocation of said reciprocable means and also having a tubular extension projecting in one direction of reciprocation oppositely from said toothed portion, the bore of said extension terminating short of said toothed portion in the direction toward the latter, a cylindrical guide and a rotatable worm supported by said housing, said worm extending from said housing in the direction opposite said one direction and coaxially with said tubular extension, said Worm extending into and said guide being sleeved over the end of said extension remote from said toothed portion, said extension being slidably supported Within said guide for reciprocation therein and said worm being rotatably supported in said extension, means interconnecting said extension and worm to rotate the latter upon reciprocation of said reciprocable means, and power actuated means operably connected with said reciprocal means to reciprocate the same.

11. In a power steering gear for an automotive vehicle, a housing, a sector gear pivotally mounted in said housing for rocking motion and having means operably connectible with the dirigible wheels of said vehicle to steer the same upon rocking of said gear, a reciproc-able piston, a gear rack and a tubular extension secured to said piston to reciprocate therewith and extending in axially opposite directions therefrom, the teeth of said gear rack meshing with the teeth of said sector gear to elfect said rocking upon reciprocation of said piston, the bore of said tubular extension terminating short of said rack in the direction toward the latter, a cylindrical guide and a rotatable worm shaft supported by said housing, said wormshaft extending from said housing in said direction coaxially with said tubular extension, said Worm shaft extending into and said guide being sleeved over the end of said extension remote from said rack, said extension being slida bly supported Within said guide for reciprocation therein, said worm shaft having a helical worm portion and a pair of axially spaced bearing surfaces within the bore of said extension, said bearing surfaces being spaced by said Worm portion and coaxial with said shaft, means interconnecting said extension and worm portion to rotate said worm shaft upon reciprocation of said piston, bearings carried by said extension in supporting engagement with said axially spaced bearing surfaces for rotatably supporting said worm shaft, and means for selectively applying pressurized fluid to said piston to reciprocate the same.

References Cited in the file of this patent UNITED STATES PATENTS 2,030,151 Oelkers Feb. 11, 1936 2,784,600 Hammond Mar. 12, 1957 2,897,684 Lincoln et a1 Aug. 4, 1959 OTHER REFERENCES 1959 Oldsmobile Service Manual; September 1958. 

1. IN A POWER STEERING GEAR FOR AN AUTOMOTIVE VEHICLE, A HOUSING, A SECTOR GEAR PIVOTALLY MOUNTED IN SAID HOUSING FOR ROCKING MOTION AND HAVING MEANS OPERABLY CONNECTIBLE WITH THE DIRIGIBLE WHEELS OF SAID VEHICLE TO STEER THE SAME UPON ROCKING OF SAID GEAR, A GEAR RACK SHIFTABLE TRANSVERSELY OF THE PIVOT AXIS OF SAID SECTOR GEAR AND MESHED THEREWITH TO EFFECT SAID ROCKING, SAID RACK TERMINATING AT ONE END IN A TUBULAR EXTENSION HAVING AN AXIS PARALLEL TO THE DIRECTIONS OF SHIFTING OF SAID RACK AND HAVING A RADIAL SHOULDER THEREON CONFRONTING SAID RACK, A PISTON HAVING A TUBULAR EXTENSIONS SLEEVED OVER THE FIRST EXTENSION, THE FIRST EXTENSION ABUTTING A RADIAL SHOULDER ON THE SECOND EXTENSION AND CONFRONTING SAID RACK, SCREW THREADED MEANS SECURED TO SAID SECOND EXTENSION AND ENGAGING THE RADIAL SHOULDER OF SAID FIRST EXTENSION TO URGE THE LATTER SNUGLY AGAINST THE SHOULDER OF SAID SECOND EXTENSION, SAID FIRST AND SECOND EXTENSIONS PROJECTING FROM SAID PISTON IN AXIALLY OPPOSITE DIRECTIONS, A WORM SHAFT ROTATABLE COAXIALLY WITHIN SAID SECOND EXTENSION A WORM FOLLOWER CARRIED BY SAID SECOND EXTENSION AND ENGAGING SAID WORM TO TURN THE SAME UPON AXIAL SHIFTING OF SAID PISTON, AND AN ANNULARLY DISPOSED GUIDE CARRIED BY SAID HOUSING SLEEVED OVER AN END OD SAID SECOND EXTENSION REMOTE FROM SAID PISTON TO GUIDE AXIAL SHIFTING OF SAID SECOND EXTENSION. 